US1814574A - Brake mechanism - Google Patents
Brake mechanism Download PDFInfo
- Publication number
- US1814574A US1814574A US145970A US14597026A US1814574A US 1814574 A US1814574 A US 1814574A US 145970 A US145970 A US 145970A US 14597026 A US14597026 A US 14597026A US 1814574 A US1814574 A US 1814574A
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- Prior art keywords
- brake
- band
- members
- drum
- brake band
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D49/00—Brakes with a braking member co-operating with the periphery of a drum, wheel-rim, or the like
- F16D49/08—Brakes with a braking member co-operating with the periphery of a drum, wheel-rim, or the like shaped as an encircling band extending over approximately 360 degrees
Definitions
- BRAKE MECHANISM Filed Nov. s, 192e 2 sheets-sheet 2 s 66 A@ j@ www "1 Patented July 14, 1-931 UNITED STATES PATENT ola-l-lcel JOHN W. 'I.A'.I.”IER, OF CHICAGO, ILLINOIS, ASSIGNOR T0 LEWIS DIFFERENTIAL COM- PANY, OF CHICAGO, ILLINOIS, A CORPORATION F ILLINOIS BRAKE MEGHANI'SM y
- My invention relates to brake mechanism and has among its other objects, the production of mechanism of the kind described whichv is compact, convenient, durable, elficient and satisfactory for us'e wherever found applicable. f
- rIhe invention is particularly adapted to be embodied in mechanism of the kind comprising brake drums and brake sbands, or 19 the equivalent, a particular object of the inventionbeing to provide improved means for frictionally engaging the brake drum so that the braking effort is applied smoothly and effectively without chattering and without subjecting any particular portion of the brake band to more wear than another porltion thereof.
- Fig. 1 is a plan elevationtof braking mechanism embodying my invention, the braking mechanism being shown in connection with the transmission housing and the propeller shaft of an automobile;
- Fig. 2 is an enlarged section taken on line 2 2 of Fig. 1;
- Fig. 3 is an enlargedsection taken, on line 3 3 of Fig. 1; K
- Fig. 4 is a section taken on line 4-4 of Fig. 2; l f
- Fig. 5 is a section taken Lon line 5 5 lof Fig. 2; 4
- Fig. 6 is a section taken o n line-G of Fig. 2;
- l 7 is a perspective view of one of the parts of my improved braking mechanism
- Fig.v 8 1s .a fragmentary section taken through braking mechanism embodying another form of my invention.
- Fig. 9 is an elevation at a reduced scale Applicationiled November 3, 1923./ Serial No. 145,970.
- Figs. 1 to 7 inclusive whereinI have shown a preferred form of the invention embodied inibraking mechanism particularly adapted to be employed in connection with ⁇ automobiles and the like, the reference character 10 desig- I nates the transmissionhousing of an automobile.
- the propeller shaft of an automobile the propeller shaft 11 being operatively connected to the transmission (not shown) by the usual universal joint 14 and the shaft section 15 projecting from the transmission housing 10.
- Constrained to rotate with the shaft section 15 is a brake drum 17 formed with a cylindrical surface 18 which is engageable by a friction lining 19, the friction lining 19 being carried by an arcuate brake band 20.
- the friction lining 19 is secured in any suitable mannefto the inner surface of the brake band 2 0 and the outer surface of the brake band is. eccentrically formed with respect to the inner surface.
- the thickest portion of the brake band 20 is at a point substantially midway between the ends thereof and is designated by the reference character 22.
- a pin 24 Secured to the portion 22 of the brake band 2O and projecting therefrom is a pin 24 which rides in a slot 25 formed in-a bracketmember 26 which isl transmission housing rigidly secured to the 10 by any suitable means, such as, for instance, bolts 27 or the equivalent.
- the slot 25 is arranged circumferentially 4with respect to the brake drum 17 so that -thefbrake band 20 may be displaced circumferentially of the brake drum but cannot move laterally ⁇ with respect thereto.
- the ends of the brake band 20 are hinged or. pivoted by pins 30 and 31 to members 32 and 33 respectively, movable along a rod 35 Whicliis preferablyprovided with right and left hand screw threads 36and 37, respectively. ⁇
- the members 32 and 33 are provided with lugs 38 and .39,lrespectively,which engage nuts 40 and 41, respectively, and prevent angular dislacement of the nuts relative to the-memers. Itwill be noted that the nuts 40 and erture 46.
- the construction 41 engage the screw threads 36 and 37 respectively.
- the nuts and 41 will move toward each other and cause the members 32 and 33 to bring the ends of the brake band 20 toward each other so that the friction lining 19 will engage the brake drum 17. If the rod 35 is'rotated in the opposite direction, the nuts 40 and 41 will move away from each other sothat the brake band 20 may expand and bring the friction. lining 19 out of effective engagement with the brake drum. It is understood, of course, that the brake band 2O is preferably resilient so that it normally assumes aform wherein it will not cause the brake lining 19 to effectively engage the brake drum.
- the members 32 and 33 are identical in form. Referring to Fig. 7, wherein I have shown a perspective View of the member 33, it will be noted that the member is provided with 'a slot 44 which accommodates the rod 35 and that the member is provided with an aperture 46 adapted to ⁇ receive the pin 31. As shown, the memsubstantially ber 33 is prqvided with an anti-friction roller 47 mounted upon a pin 48 which projects from the member. Projecting from the member 33 is a relatively long finger or lug 50 adapted to ride upon the anti-friction roller 47 of the memberl 32, it being understood that the member 32 is also provided with a finger or lug 50, a slot 44 and an apis such lthat.
- the rod 35 is preferably rotatably journaled in bearings 52 and 53 formed integral with the bracket member 26, the rod 35 being held against longitudinal displacement in the bearings by a head 55 formed integral with the rod and a. collar 56 pinned to the rod.
- lPreferably formed integral with'the Acollar 56 is a rosette member 58 engageable by a rosette member 59 formed integral with is mounted upon one end of the rrd 35 and a nut 62 is preferably screw-threaded upon the rod to hold the lever 60 in a position wherein its rosette member 59 will effectively engage the rosette member 58.
- thenut 62 may be manipulated to permit angular displacement of the Arosette member 59 relative to the rosette member 58 so that the lever 60 may be brought into a plurality of adjusted posi" tions with respect to the rod 35 and the v1the central brake band 20. Only a portion of the lever 60 is shown in the drawings, but it is readily understood that the lever 60 may be provided with a foot pedal (not shown), or it may be made in a form of a relatively long lever of the type commonly employed in connection with the emergency brakes for automobiles. If so desired, means such as links (not shown) or the equivalent, may be interposed between the lever 60 and a foot pedal (not shown) or another lever (not shown) which may be manipulated by the driver of the automobile.
- Ithe braking mechanism shown in Figs. 1 to7 inclusive is substantially as follows: Assuming that the several parts of the mechanism are substantially inv the positions wherein they are shown in Fig. 2 and ⁇ that the driver of the automobile wishes to apply a braking action to the propeller shaft 15, it is obvious that if the driver manipulates a foot pedal, or the equivalent, to angularly displace the rod 35 so that the nuts 40 and 41 will move toward each other, the ends of the brake band 20 will be moved toward each other and the lining 19 will engage ⁇ the brake drum 17 and retard rotation thereof.
- the brake band 20 diminishes in thickness from its centralportions to its ends, the brake band will be contracted in such vmanner that substantially all of the inner surface of the friction lining 19 will immediately' engage the brake drum.
- the-brake bands tend to bend at first at points disposed substantially midway between their ends, these points being subjected to the greatest leverage. bend at the points located substantially midwaybetween their ends, the portions of friction lining disposed adjacent the ends of the brake bands engage the brake drum before portions of the friction lining co'mes intoengagement therewith. Obviously, the end portions of the friction linings will then be subjectedto more wear than the central portions thereof. Then, because the brake drum is not engaged by substantially the entire friction lining in each instance, the braking action is not efficient. In apparatus embodying my invention, the friction .lining engages the brake drum in such manner that thc braking action is smooth. 1
- the construction of the members 32 and 33 is particularly advantageous in that these members can not pivot or rockv around the longitudinal axes of the pins 30 and 31 toward eachother as the lugs 50 riding upon theanti-friction rollers 47 prevent such movement thereof. It will be readily un- When brake bands first derstood that if the upper portions of the members 32 and 33 could move toward each other without likel movement of the lower portions thereof, the ends of the brake band 2O would be moved inwardly toward the brake drum 17 before the portion 22 thereof would bring the central portion of the lining into engagement with the drum.
- Fig. 8 I have illustrated another form of the invention embodied in braking mechanism particularly adapted to be employed in Ford automobiles, and the like, only a portion of such mechanism being shown as it is unnecessary to again illustrate the brake drum and brake band thereof.
- the brake drum and brake band are preferably of the same construction as that shown in Figs. 1 to 7 inclusive. However, the means for bringing the brake band into a position wherein it will cause the friction lining toA engage the brake drum is somewhat different in construction from the similar means shown in Figs. 1 to 7 inclusive.
- the members 32a and 33a are provided with lugs 50a engageable with anti-friction rollers 47a ⁇ carried by the members, it being understood that the lug 50a of each member 32a and 33a engages the anti-friction roller V47@ carried by4 theother members.
- I-rojecting through the members 32a and 33a is a rod 66 which is slidably journaled inv a bracket member 68 fixed upon any convenient portion of the chassis of the antomobile.
- a nut 69 screw threaded upon one end of the rod 66 engages the outer face of.
- a cam face 72 formed upon the bracket member 68 is engageable by a cam face 73 formed upon a hub 74 forming part of a foot pedal or lever 75, the hub 74 being pinned ⁇ to the rod 66.
- the camfaces 72 and 73 will cause the rod 66 to be longitudinally displaced to the left (Fig. 8) so that the member 32a'will move toward the member 33a.
- Such ⁇ displacement of the member 32m will be accompanied by contraction ofthe brake band 20w so that it will bring its friction lining into engagement with the brake drum.
- the braking action of the mechanism shown in Fig. 8 is substantially identical with that of the mechanism shown in Figs. 1 to 7 inelusive, however, in the mechanism shown in Fig. 8, I preferably provide a compres-l ⁇ sion spring 78 between the members 32a and functions torelease the brake band when the foot pedal or lever 7 5 is permitted toreturn to its normal position and also func.- tions to hold the member 32a against the nut 69 so that it cooperates with the lock nut to prevent undesirable angular displacement of the nut 69.
- the brake band 80 comprises a metallic strip 81 which is substantially of the same thickness throughout its entire length and is provided with eyes 82 and 83 adapted to receive the pins such as pins 30 and 31. Secured to the outer surface of the strip 81 is a second strip 84 which reenforces the central portion of the strip 81 and prevents it from bending in an n ndesirable manner when the eyes 82 and 83 are moved toward each other.
- the brake band V80 may be employed in place of the aforementioned brake .band 20 in some instances if it is so desired.
- a brake band having a friction lining en# gageable with the drum interengaging members secured to the ends of the brake band and constrainedto move in a straightline toward or away ⁇ from each other without tipping toward each other, and means for causing relative movement betweenv said members to bring said friction lining into elfective engagement with the brake drum.
- a brake comprising a brake drum, a brake band associated with said drum, means for causing relative movement between the ends of the brakeband to displace the band relative to the drum, and a plurality of guide members secured to said band and adapted to limit movement of the ends of said band t0 a predetermined direction.
- a brake comprising a brake drum, a. with said drum, means for causing relative movement between the ends of the brake band to displace the band relative to the drum, and a plurality of guide members pivoted to said band and adapted to limit movement of the ends of said band to a predetermined direction.
- a brake comprising a brake drum, a brake band associated with said drum, means for causing relative movement between the ends of the brake band to displace the band relative to the drum, and a plurality of guide members secured to said band and ada ted to limit movement of the ends of said band to a straight line.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
Description
July 14, 1931. J. W. TATTl-:R Y 1,814,574
BRAKE MECHANI SM 2 Sheets-Sheet l Filed Nov. 3, 1926 July 14, 1931. J, w, TA1-TER 1,814,574
BRAKE MECHANISM Filed Nov. s, 192e 2 sheets-sheet 2 s 66 A@ j@ www "1 Patented July 14, 1-931 UNITED STATES PATENT ola-l-lcel JOHN W. 'I.A'.I."IER, OF CHICAGO, ILLINOIS, ASSIGNOR T0 LEWIS DIFFERENTIAL COM- PANY, OF CHICAGO, ILLINOIS, A CORPORATION F ILLINOIS BRAKE MEGHANI'SM y My invention relates to brake mechanism and has among its other objects, the production of mechanism of the kind described whichv is compact, convenient, durable, elficient and satisfactory for us'e wherever found applicable. f
rIhe invention is particularly adapted to be embodied in mechanism of the kind comprising brake drums and brake sbands, or 19 the equivalent, a particular object of the inventionbeing to provide improved means for frictionally engaging the brake drum so that the braking effort is applied smoothly and effectively without chattering and without subjecting any particular portion of the brake band to more wear than another porltion thereof. j
, `Many other objects and advantages of the construction herein shown and described will be obvious to those skilled in the art from the disclosure herein given.
To this vend my invention consists in the novel construction, arrangement and combination of parts herein shown and described, and more particularly pointed out in thev claims.
In the drawings, wherein like reference characters indicate like or corresponding parts:
Fig. 1 is a plan elevationtof braking mechanism embodying my invention, the braking mechanism being shown in connection with the transmission housing and the propeller shaft of an automobile;
Fig. 2 is an enlarged section taken on line 2 2 of Fig. 1;
Fig. 3 is an enlargedsection taken, on line 3 3 of Fig. 1; K
Fig. 4 is a section taken on line 4-4 of Fig. 2; l f
Fig. 5 is a section taken Lon line 5 5 lof Fig. 2; 4
Fig. 6 is a section taken o n line-G of Fig. 2;
Fig.
l 7 is a perspective view of one of the parts of my improved braking mechanism;
Fig.v 8 1s .a fragmentary section taken through braking mechanism embodying another form of my invention; and
Fig. 9 is an elevation at a reduced scale Applicationiled November 3, 1923./ Serial No. 145,970.
of a brake band embodying still another form of the invention.
Referring for the present to Figs. 1 to 7 inclusive whereinI have showna preferred form of the invention embodied inibraking mechanism particularly adapted to be employed in connection with `automobiles and the like, the reference character 10 desig- I nates the transmissionhousing of an automobile. At 11, I have shown the propeller shaft of an automobile, the propeller shaft 11 being operatively connected to the transmission (not shown) by the usual universal joint 14 and the shaft section 15 projecting from the transmission housing 10. Constrained to rotate with the shaft section 15 is a brake drum 17 formed with a cylindrical surface 18 which is engageable by a friction lining 19, the friction lining 19 being carried by an arcuate brake band 20. In this instance, the friction lining 19 is secured in any suitable mannefto the inner surface of the brake band 2 0 and the outer surface of the brake band is. eccentrically formed with respect to the inner surface. Thus, the thickest portion of the brake band 20 is at a point substantially midway between the ends thereof and is designated by the reference character 22. Secured to the portion 22 of the brake band 2O and projecting therefrom is a pin 24 which rides in a slot 25 formed in-a bracketmember 26 which isl transmission housing rigidly secured to the 10 by any suitable means, such as, for instance, bolts 27 or the equivalent. l The slot 25 is arranged circumferentially 4with respect to the brake drum 17 so that -thefbrake band 20 may be displaced circumferentially of the brake drum but cannot move laterally` with respect thereto. .The ends of the brake band 20 are hinged or. pivoted by pins 30 and 31 to members 32 and 33 respectively, movable along a rod 35 Whicliis preferablyprovided with right and left hand screw threads 36and 37, respectively.` The members 32 and 33 are provided with lugs 38 and .39,lrespectively,which engage nuts 40 and 41, respectively, and prevent angular dislacement of the nuts relative to the-memers. Itwill be noted that the nuts 40 and erture 46. The construction 41 engage the screw threads 36 and 37 respectively. Obviously, if the rod is-rotated in one direction, the nuts and 41 will move toward each other and cause the members 32 and 33 to bring the ends of the brake band 20 toward each other so that the friction lining 19 will engage the brake drum 17. If the rod 35 is'rotated in the opposite direction, the nuts 40 and 41 will move away from each other sothat the brake band 20 may expand and bring the friction. lining 19 out of effective engagement with the brake drum. It is understood, of course, that the brake band 2O is preferably resilient so that it normally assumes aform wherein it will not cause the brake lining 19 to effectively engage the brake drum.
The members 32 and 33 are identical in form. Referring to Fig. 7, wherein I have shown a perspective View of the member 33, it will be noted that the member is provided with 'a slot 44 which accommodates the rod 35 and that the member is provided with an aperture 46 adapted to` receive the pin 31. As shown, the memsubstantially ber 33 is prqvided with an anti-friction roller 47 mounted upon a pin 48 which projects from the member. Projecting from the member 33 is a relatively long finger or lug 50 adapted to ride upon the anti-friction roller 47 of the memberl 32, it being understood that the member 32 is also provided with a finger or lug 50, a slot 44 and an apis such lthat. when the members 32 vand 33 are displaced I along the rod 35, the fingers or lugs 50 ride Aa lever 60. The lever 60 upon the anti-friction rollers 47 and prevent the members 32 and 33 from tipping or pivoting around the longitudinal axes of the pins 30 and 31 so that the ends of the friction lining 19 can be brought into effective engagement with the brake drum 17 before the substantially central portion of the friction lining is brought into effective engagement therewith. Y
. The rod 35 is preferably rotatably journaled in bearings 52 and 53 formed integral with the bracket member 26, the rod 35 being held against longitudinal displacement in the bearings by a head 55 formed integral with the rod and a. collar 56 pinned to the rod. lPreferably formed integral with'the Acollar 56 is a rosette member 58 engageable by a rosette member 59 formed integral with is mounted upon one end of the rrd 35 anda nut 62 is preferably screw-threaded upon the rod to hold the lever 60 in a position wherein its rosette member 59 will effectively engage the rosette member 58. Obviously, thenut 62 may be manipulated to permit angular displacement of the Arosette member 59 relative to the rosette member 58 so that the lever 60 may be brought into a plurality of adjusted posi" tions with respect to the rod 35 and the v1the central brake band 20. Only a portion of the lever 60 is shown in the drawings, but it is readily understood that the lever 60 may be provided with a foot pedal (not shown), or it may be made in a form of a relatively long lever of the type commonly employed in connection with the emergency brakes for automobiles. If so desired, means such as links (not shown) or the equivalent, may be interposed between the lever 60 and a foot pedal (not shown) or another lever (not shown) which may be manipulated by the driver of the automobile.
The operation of Ithe braking mechanism shown in Figs. 1 to7 inclusive is substantially as follows: Assuming that the several parts of the mechanism are substantially inv the positions wherein they are shown in Fig. 2 and `that the driver of the automobile wishes to apply a braking action to the propeller shaft 15, it is obvious that if the driver manipulates a foot pedal, or the equivalent, to angularly displace the rod 35 so that the nuts 40 and 41 will move toward each other, the ends of the brake band 20 will be moved toward each other and the lining 19 will engage `the brake drum 17 and retard rotation thereof. Because of the fact that the brake band 20 diminishes in thickness from its centralportions to its ends, the brake band will be contracted in such vmanner that substantially all of the inner surface of the friction lining 19 will immediately' engage the brake drum. This distinguishes from braking apparatus wherein brake bands are provided having substantially the same thickness throughout their lengths, for in such construction, the-brake bands tend to bend at first at points disposed substantially midway between their ends, these points being subjected to the greatest leverage. bend at the points located substantially midwaybetween their ends, the portions of friction lining disposed adjacent the ends of the brake bands engage the brake drum before portions of the friction lining co'mes intoengagement therewith. Obviously, the end portions of the friction linings will then be subjectedto more wear than the central portions thereof. Then, because the brake drum is not engaged by substantially the entire friction lining in each instance, the braking action is not efficient. In apparatus embodying my invention, the friction .lining engages the brake drum in such manner that thc braking action is smooth. 1
The construction of the members 32 and 33 is particularly advantageous in that these members can not pivot or rockv around the longitudinal axes of the pins 30 and 31 toward eachother as the lugs 50 riding upon theanti-friction rollers 47 prevent such movement thereof. It will be readily un- When brake bands first derstood that if the upper portions of the members 32 and 33 could move toward each other without likel movement of the lower portions thereof, the ends of the brake band 2O would be moved inwardly toward the brake drum 17 before the portion 22 thereof would bring the central portion of the lining into engagement with the drum.
In Fig. 8, I have illustrated another form of the invention embodied in braking mechanism particularly adapted to be employed in Ford automobiles, and the like, only a portion of such mechanism being shown as it is unnecessary to again illustrate the brake drum and brake band thereof. The brake drum and brake band are preferably of the same construction as that shown in Figs. 1 to 7 inclusive. However, the means for bringing the brake band into a position wherein it will cause the friction lining toA engage the brake drum is somewhat different in construction from the similar means shown in Figs. 1 to 7 inclusive. In Fig. 8, I have shown members 32a and 33a which resemble the aforementioned members 32 and 33 and are secured to a brake band 20erl by pins 30a and 31a respectively. The members 32a and 33a: are provided with lugs 50a engageable with anti-friction rollers 47a`carried by the members, it being understood that the lug 50a of each member 32a and 33a engages the anti-friction roller V47@ carried by4 theother members. I-rojecting through the members 32a and 33a is a rod 66 which is slidably journaled inv a bracket member 68 fixed upon any convenient portion of the chassis of the antomobile. A nut 69 screw threaded upon one end of the rod 66 engages the outer face of.
the member 32a and maybe locked in a plurality of adjusted positions upon the rod by a lock nut 71. A cam face 72 formed upon the bracket member 68 is engageable by a cam face 73 formed upon a hub 74 forming part of a foot pedal or lever 75, the hub 74 being pinned `to the rod 66. Obviously, when the foot pedal or lever 75 is angularly displaced around the longitudinal axis of the rod 66 to rotate the rod, the camfaces 72 and 73 will cause the rod 66 to be longitudinally displaced to the left (Fig. 8) so that the member 32a'will move toward the member 33a. Such` displacement of the member 32m will be accompanied by contraction ofthe brake band 20w so that it will bring its friction lining into engagement with the brake drum. The braking action of the mechanism shown in Fig. 8 is substantially identical with that of the mechanism shown in Figs. 1 to 7 inelusive, however, in the mechanism shown in Fig. 8, I preferably provide a compres-l` sion spring 78 between the members 32a and functions torelease the brake band when the foot pedal or lever 7 5 is permitted toreturn to its normal position and also func.- tions to hold the member 32a against the nut 69 so that it cooperates with the lock nut to prevent undesirable angular displacement of the nut 69.
Referring now to Fi 9 wherein I have shown another form o the invention embodied in the brake band designated generally by the reference character V80, it will be noted that the brake band 80 comprises a metallic strip 81 which is substantially of the same thickness throughout its entire length and is provided with eyes 82 and 83 adapted to receive the pins such as pins 30 and 31. Secured to the outer surface of the strip 81 is a second strip 84 which reenforces the central portion of the strip 81 and prevents it from bending in an n ndesirable manner when the eyes 82 and 83 are moved toward each other. Obviously the brake band V80 may be employed in place of the aforementioned brake .band 20 in some instances if it is so desired.
Having thus described my invention, it is obvious that various'immaterial modifications may be made in the same without de parting from the spirit of my invention; hence I do not wish to be understood as limiting myself to the exact form, construction, arrangement and combination of parts herein shown and described or uses mentioned.
What I claim as new and desire to secure by Letters Patent is:
1. The combination with a brake drum, of
a brake band having a friction lining en# gageable with the drum interengaging members secured to the ends of the brake band and constrainedto move in a straightline toward or away `from each other without tipping toward each other, and means for causing relative movement betweenv said members to bring said friction lining into elfective engagement with the brake drum.
2. The combination with a brake drum, of a brake band having a friction lining engageable with the drum, members slidably engageable with each other secured to the ends of the brake band, andmeans for causing relative movement between said members to bring said friction lining into'eifective engagement with the brake drum.
3. Ihe combination with a brake drum, of a brake band having a friction lining engageable with the drum, members secured to the ends of the brake band and provided with lugs extending therefrom, anti-friction rollers carried by said members and engageable by said lugs, and means for causing bring said friction lining into effective engagement with the brake drum.
Aet. The combination with a. brake drum,
relative movement between said members to g brake band associated of a brake band having a friction device engageable with the drum, members secured to the ends of the brake band and having interengaging parts for preventing said members from tipping toward each other when they are displaced relative to each other, and.
means for causing relative movement between said members to bring said friction device into e'ective engagement with the brake drum.
5. The combination with a brake drum, of a brake band having a friction device engageable with the drum, interengaging members pivoted to the ends of the brake band and constrained to move in a straight line toward each other without angular displacement around their pivoted axes, and means for causing relative movement be` tween said members to bring said friction device into effective engagement with the brake drum.
6. A brake comprising a brake drum, a brake band associated with said drum, means for causing relative movement between the ends of the brakeband to displace the band relative to the drum, and a plurality of guide members secured to said band and adapted to limit movement of the ends of said band t0 a predetermined direction.
7. A brake comprising a brake drum, a. with said drum, means for causing relative movement between the ends of the brake band to displace the band relative to the drum, and a plurality of guide members pivoted to said band and adapted to limit movement of the ends of said band to a predetermined direction.
8. A brake comprising a brake drum, a brake band associated with said drum, means for causing relative movement between the ends of the brake band to displace the band relative to the drum, and a plurality of guide members secured to said band and ada ted to limit movement of the ends of said band to a straight line. In testimony whereof, I have hereunto signed my name.
JOHN -W. TAT'IVER.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US145970A US1814574A (en) | 1926-11-03 | 1926-11-03 | Brake mechanism |
US369842A US1805501A (en) | 1926-11-03 | 1929-06-10 | Brake band |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US145970A US1814574A (en) | 1926-11-03 | 1926-11-03 | Brake mechanism |
Publications (1)
Publication Number | Publication Date |
---|---|
US1814574A true US1814574A (en) | 1931-07-14 |
Family
ID=22515368
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US145970A Expired - Lifetime US1814574A (en) | 1926-11-03 | 1926-11-03 | Brake mechanism |
Country Status (1)
Country | Link |
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US (1) | US1814574A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10037598A1 (en) * | 2000-08-02 | 2002-02-21 | Bosch Gmbh Robert | friction brake |
-
1926
- 1926-11-03 US US145970A patent/US1814574A/en not_active Expired - Lifetime
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10037598A1 (en) * | 2000-08-02 | 2002-02-21 | Bosch Gmbh Robert | friction brake |
JP2004505221A (en) * | 2000-08-02 | 2004-02-19 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | Friction brake |
US20050098396A1 (en) * | 2000-08-02 | 2005-05-12 | Dietmar Baumann | Disc brake that is actuated by means of a band brake device |
US6983828B2 (en) * | 2000-08-02 | 2006-01-10 | Robert Bosch Gmbh | Disc brake that is actuated by means of a band brake device |
JP4800554B2 (en) * | 2000-08-02 | 2011-10-26 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | Friction brake |
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